Pressure amplifying system for hydraulic brake wheel cylinders



Nov., il, 11952 Filed July 24, 1947 P. s. BALDWIN 2,617,260 PRESSURE AMPLIFYING SYSTEM FOR HYDRAULIC BRAKE WHEEL CYLINDERS 2 SHEETS-SHEET l INVENTOR lP S. BALDWIN ATTORNEY 2 SI-{EETS--SHEET 2 NM2 H 3952 P. s. BALDWIN PRESSURE AMPLIFYING SYSTEM FOR HYDRAULIC BRAKE WHEEL CYLINDERS Filed July 24, 1947 glll ma Q:

QNN.

S BALDwlN ATTORNEY |Nv`ENToR PHI' Patented Nov. 11, 1952 PRESSURE AMPLIFYING SYSTEM FOR HY- DRAULIC BRAKE WHEEL CYLINDERS Philip Sidney Baldwin, Florence, Italy Application July 24, 1947, Serial No. 763,369 In Italy May 1, 1942 Section 1, Public Law 690, August 8, 1946 Patent expires May 1, 1962 (Cl. (iii-54.6)

9 Claims.

This invention relates to improvements in uid pressure transmission system, and more particularly to improvements in such systems to permit increasing the working pressure in. relation to the unit pressure.

One of the objects of this invention is to provide a fluid pressure transmitting device comprising a compound piston which operates in a motor cylinder in conjunction with a control valve and allows for a gradual and uninterrupted increase in the Working pressure in relation to the unit pressure; in other words, for a progressive increase in the working pressure with a relatively low line pressure without any sudden jump between the low and high working pressure.

Another object is to secure an increase in the working pressure without substantially increasing the fluid displacement normally required to secure the Working stroke.

A further object is to provide a device of the type indicated which is compact, simple in operation and may be entirely self-contained.

The accomplishment of these and other objects will appear more fully from consideration of the accompanying drawings and specifications as set forth for the purpose of illustrating and describing embodiments thereof, although the invention is not to be construed as limited thereby.

In the drawings:

Fig. 1 shows a longitudinal sectional view of two opposed compound pistons mounted in the wheel cylinder of a hydraulic brake and embodying my invention.

Fig. 2 shows a sectional plan View of the control valve embodying my invention, located externally at the side of the cylinder of Fig. 1, with its base section turned at an angle of 99 to show the inlet and bleeder vents.

Fig. 3 is a side external view of the valve of Fig. 2.

Fig. 4 is an external frontal view of the valve of Fig. 2.

Fig. 5 shows a longitudinal sectional view of a modified form of the device shown in Fig. 1 with the control valve completely enclosed in a brake Wheel cylinder.

Fig. 6 is a graph of the working pressure obtainable with the wheel cylinder arrangements :shown in Figs. 1 or 5.

Fig. 7 is a graph of the Working pressure normally obtained when two pistons with an effective dierential in cross section are used to increase the working pressure, when mounted in a Wheel cylinder with a control valve. Figure 8 is .an enlarged cross sectional detail of the member 21 shown in Figure 2. Figure 9 shows a particular of the compound piston. Figure 10 is a section of Figure 9 taken along the line A-B thereof. Figure 11 is an enlarged cross sectional detail of the push rod H5 of Figure 5.

The compound pistons shown in Figures 1 and 5 are of the type disclosed in my prior Patents Nos. 2,048,771 of July 28, 1936, and 2,219,610 of October 29, 1940, and are provided with an improved element operating on the principle of utilizing the fluid pressure exerted both axially and radially on the improved structure or element; the axial and radial pressures complementing each other.

The device, as shown in Figure 1, comprises two compound pistons X and Y of the type indicated, mounted opposite each other in a hydraulic brake Wheel cylinder I between the brake shoes 2 and 2', and are yieldably held spaced from each other by the pressure of spacer spring 3 counteracting the pressure of the brake shoe return spring 4.

Two cam adjusting members 5 and 5' of the type commonly used in hydraulic brakes, are mounted against the inner rims of the brake shoes, and serve to adjust the free play between the shoes and the drum 6; they limit the return stroke of the opposed pistons towards the center of the cylinder.

Each of the compound pistons X and Y, as disclosed in Figure 1, is composed, respectively, of the metal parts 1 and 'l' and 8 and 8', the elastic freely mounted sealing rings 9 and 9 and 9 and 9" and the extensible axial-radial uid pressure amplifying elements l0 and I9' are enclosed in their metal cup containers Il and Il and l2 and I2'.

The various opposed parts of the pistons are freely mounted and yieldably held in place by the counteracting axial pressure of sprirg f2 within the cylinder and spring 4 outside of the cylinder.

The metal piston parts 'I and I are bored axially throughout with an annular reduction in the bore at their outer ends against which abut the corresponding ends of the spacer spring 3. A reduced extension of the parts with smaller external diameter than that of the elastic sealing ring bores and slightly shorter than the axial thickness of the rings, extends into said bores.

The metal parts 8 and B have a head-and reduced extension with an outer diameter which is smaller than the inner diameter of the rings 9 and 9" and slightly shorter than the axial thickness thereof, and extend into the respective 3 elastic bores. The heads have a maximum external diameter substantially equal to the internal diameter of the cylinder in which they slide, and an annular channel around their peripheries.

The parts 8 and 8 are suitably bored axially and radially to establish communication for the hydraulic iluid respectively with the inner chamber of the elastic elements I4 and I4 and the bores of the sealing rings 9 and 9" but not with the space of the centre of the cylinder between the opposed pistons. The metal thrust members I3 and I3 connect the opposed pistons with the brake shoes.

As shown in Fig. 1, the pressure amplifying assemblies I and I0 comprise the expansible elastic elements I4 and I4 having an `inner chamber and an outer concave periphery around which are disposed longitudinally a series of curved leaf springs I5, I5- (see Figures 9 and 10) with their convex surfaces facing inwardsand forming an extensible metal sheath forthe elastic elements. The inner periphery of said elastic elements is convex -in shape corresponding to the outer concave surface-which has Va prole corresponding to the-convex curvature of' the springs I5, I5 encasing the elements.

The said curved leaf springs are held in place around the periphery of the respective elastic elements by the elastic bands I6 and I6'.

The chambers of the elastic elements I4 and I4 are closed at one end and open at the other to admit the passage of hydraulic fluid. Around the rims of the elastic chamber openings are fashioned annular lips 0 and 0 which provide a seal between the elastic elements and the vented metal cups I I and II', the-vents of which register. with the corresponding openings of the elastic chambers;

It will be appreciated that if fluid were injected under pressure into the elements I4 and I4', the radial hydraulic pressure would take effect on a series of spring Varcs which would tend to be attened and extended longitudinally to contribute an axial thrust at their two extremities on the corresponding bases of the metal cup containers against which they abut, and these cups would be separated longitudinally one from the other. If, however, the cups were held rigidly together axially they would not separate, and the axial thrust by the springs would then take elTect without any longitudinal extension of springs: that is under static conditions, and no fluid displacement would thus be required to secure the said axial thrust because theY elastic chambers would be prevented from expanding radially.

As will be shown,l it is under these conditions that the radial pressure isutilzed, in. the, device under consideration.

It will be apparent that the pressure amplifying assemblies I0 and I8 and their respective communication vents are not in direct communication with the space K at.thecentre of the cylinder between the two opposed pistons, said space being fed through the vent A, Fig: 1, whereas the vents B and B provideY passage for the iluid to the amplifying e1ements.

'Ijhe internal periphery of the elastic bands I6 and IB-, as shown in Fig. 1, is convex in shape cor-respondingt0 the concave. curvature of the springs I5, whereas the external concave profile of these bands is less curved than the internal periphery in order to limit the radial depression outwards of the curved leaf springs under radial hydraulic pressure when, as will be explained hereinafter, the presence of air in the central cylinder space between the opposed pistons makes this possible.

The elastic caps of rubber or similar material I1 and I'I enclose the ends of the cylinder as illustrated and serve to protect lthe pistons from dirt and dust.

As shown in Fig. 2, the control valve I8 is located externally at the side of the cylinder. It comprises an upper cup shaped meta-l piston I9, a lower piston 20 of larger diameter, and the connecting push rod 2| with flanged circular base. A threaded plug 22 with central bore separates the upper cylindrical valve guide I9a from the lower cylindrical valve guide 25a of greater diameter.

An elastic ring, as of rubber 23 seated on the upper annular collar of the threaded plug 22, serves to seat thevalve piston I9, this ring having a central opening to permit passage therethrough of push rodv 2l and to allow fluid to pass said ring. Longitudinal channels around the outer periphery ofv piston I9- and cross channels cut in the upper rim Vof same servey to ensure a free passage for the hydraulic fluid through the vent A into the cylinder between the two opposed pistons.

In the upper valve piston I9 is lodged the spiral reaction spring 24.

The valve piston 20'is composed of a piston cup 25 with a central socket in its lower face to accommodateA the spring 28, an elastic sealing ring 2S and a metal thrust plate with bowl section 2 extending into the elastic ring bore. The ring 28 is freely mounted and yieldably supported between the head and thrust plate, and held in place by the counteracting axial pressure of springs 28, 24 and spring39. The spring 28 bears against the head of piston head 25 and the base of the valve which has a breather vent F through its outer face 38. The thrust plate 21 is bored radially to provide passages through its bowl section to establish communication for the hydraulic fluid with the inner radial face of the sealing ring 26.

The push rod 2l is freely mounted between the two valve pistons, the flanged end resting against the bottom of the thrust plate bowl 2'I and the other end in a socket cut in the lower face of the piston I9. The rod 2I is yieldably supported under counteracting axial pressure of springs 28 and 24.

Thethree springs 39, 24 and 28 are mounted in the valve under initial compression, and thc spring 28 is considerably stiier than spring 24 so that normally in: released position, the spring 24 is compressed and piston I9 is held raised from its seat 23 by the pushv rod 2.I..

To facilitate bleeding air from the system there is provided a bleederv vent E closing plug in the upper wall of theA valve body'as shown in Figs. 3 and 4.

As already stated, the elastic bands I6 and I6 around the amplifying elements I0 and IIJ also serve to limit the radial depression of the curved leaf springs I5, I5 during the bleeding operation. In fact if air is trapped in the cylinder between the two opposed pistonsv it would bev compressed and p ermit the-springs to extend axially towards the centre under hydraulic pressure to a point where they might become permanently deformed.

In operation, fluid under pressure from the master pump (not shown) enters the control valve through port T (Figs. 1, 2, 3 and 4) and iiows through ports BB into the elastic chambers of elements I4. I4'. Fluid flows also into the space K between the two opposed pistons, passing around stem 2 I, through the central bore of the sealing element 23, said bore having a greater diameter than stem 2|, and the fluid flows through the longitudinal channels cut in element I9 and into port A. Under the action of fluid entering through port A in the space Kbetween the opposed pistons, the latter now move outwardly from the center as a unit against the tension of the brake shoe return spring 4 to bring the brake shoes into contact with the drum.

At a given hydraulic pressure, even before the opposed pistons begin to move against the resistance of spring 4, piston valve 20 is forced down by hydraulic pressure which compresses spring 28 and piston I9 is depressed through the action of spring 2t, moving down on its seat 23 to close the return flow of the fluid from the cylinder I between the opposed piston bases Abut permitting the fluid t ow freely into the cylinder through vent A because the liuid from T under pressure raises valve piston I9 from its seat 23, overcoming the light pressure of spring 24. In other words, line pressure is sufficient to overcome the resistance of spring 24. On the other hand, passages B and B' remain always open for the fluid to flow to and from the elastic elements I4 and I4'. Then the space K between opposed pistons becomes filled with fluid.

When under the action of fluid under pressure filling the space K between opposed pistons, the brake shoes are forced into solid contact with the drum, no more fluid can enter the cylinder through vent A. Under the pressure of the reaction spring 24, the valve piston I9 is then seated on the sealing element 23. At this moment the fluid pressure acting on the curved leaf springs I5, I of the pressure amplifying elements I0 and I0 provides a force having a cornponent supplementing the resultant of the pressure exerted on the inner face of the piston perpendicular to the axis of the cylinder. On further rise of the hydraulic pressure, said component increases progressively and uninterruptedly, thereby increasing progressively and uninterruptedly the pressure on the brake shoes.

The liquid trapped in the cylinder in the space between the opposed pistons now serves as an unyieldable base for the inward axial thrust by springs I5, I5' which therefore cannot extend axially under radial pressure towards the centre of the cylinder, nor can they extend outwardly against the rigid resistance of the brake drums so that the said axial thrust by the springsis transmitted under static conditions without any appreciable longitudinal extension of the springs. Under these circumstances the elastic chambers of elements I4 and lll' cannot expand and practically no more fluid displacement is required to secure the increased Working pressure than is normally needed when conventional opposed pistons of equal cross section are used.

Upon release of the line pressure, valve piston moves up under pressure of spring 28 against the counteracting pressure of spring 24 and the slight residual hydraulic pressure of the fluid trapped vin the cylinder space between the opposed pistons under the tension of the brake shoe return spring bearing axially on the opposed pistons; the valve piston I9 is unseated, the fluid in the cylinder between the opposed pistons is 6, released, and the pistons are moved back by the return spring to their initial position. -When line pressure from T is released, piston 25 is relieved of that pressure and spring 28 is free to push piston 25 upwards against the stem 2I which raises piston I9 from its seat against the light reaction spring 24 and fluid between the opposed wheel Icylinder pistons is free to discharge through A into T.

In view of the fact that the hydraulic pressure in the cylinder is exerted simultaneously and uninterruptedly on the end faces of the opposed compound pistons and within the expansible chambers thereof, the curved leaf springs I5, I5 do not extend axially under radial hydraulic pressure during the forward movement of the pistons against the tension of the brake shoe return spring to take up the slack and compensate for the brake shoe Wear. When, however, the brake shoes come into solid contact with the drum and the radial hydraulic pressure on the springs I5 and I5 increases, these asvalready explained can no longer extend axially to any appreciable extent against the trapped liquid at the base of the pistons at one end and the drum at the other end, so they act to force the shoes against the drum.

Obviously, the potential axial thrust by the curved leaf springs I 5, I5' under radial hydraulic pressure will vary with the length of the chord and the height of the chamber of the springs so that it will always be possible to vary the pressure output obtainable with any given compound piston of the type described by modifying the characteristics of the springs.

By thus utilizing in a given motor cylinder the radial hydraulic pressure which is normally lost for useful work, it is possible to have an increase in the Working pressure of even three or four times without proportionately increasing the unit pressure; in other words, to obtain a, high working pressure with low line pressure with all the advantages incident thereto. A

As already indicated, the increase in the Working pressure through utilizing the radial hydraulic pressure takes place smoothly and progressively without any sudden jump from the low to the high pressure. This would not ordinarily be the case for example, were two pistons with a differential in effective cross section disposed in a motor cylinder with a control valve to secure an increase in the working pressure.

The-graphs in Figs. 6 and 7, as already indicated show respectively the different working pressure obtainable with the axial-radial amplifying device described and that normally secured with pistons having different leffective cross sections mounted in a motor cylinder.

On the graph of Fig. 6, a indicates the unit hydraulic pressuer in kg./cm.2; b indicates the equivalent mechanical pressure on the prime mover piston in kg.; c indicates the working pressure on the brake shoes in kg. when the tensional resistance of the brake shoe return spring is 30 kg.; d the pressure output by the compound pistons in which the radial hydraulic pressure is utilized to produce an increase in the working pressure of 3 to l; and e indicates the pressure output obtainable with the pistons of like cross section.

On the graph of Fig. 7, indicates the hydraulic unit pressure in kg./cm.2; g the equivalent mechanical pressure on the prime mover piston in kg.; h indicates the working pressure on the brake shoes in kg. when the tensional resistance of the brake shoes return spring' is 53o kg.; i indicates the rise in Working pressureWhenv the high pressure-piston cornes into`V play; k ihdica'tes the Wk'g pressure Output 0f the high pressureupist'on with a ratio of 3 to l', and l indicates the pressureoutputv obtainable with norn'al pistons with ratio 1 to 1. u

Let us suppose as shownAV in Fig. 6 that the cross section of the prime mover piston is edual to that of the opposed compound pistons in the motor cylinder of Fig. le and that the cross sectionis 10 cm?. Then for every increase of 5 kgl/cm?` in the unit pressure there would be required 50- kg. axial mechanical pressure on the prime mover piston. If the ratio in the pressure increase through utilizing the radial hydraulic pressure in the compound pistonsis 3 to 1 sta-rting at about 10 lig-Joni.2 unit pressure and the brake shoe return spring tension is 30 kg.; then at 10 lig/cm.2 unitv pressure there would be 70 kg. working pressure (100 leg-30 lig-:70 KSJ- and at 30 lig/cm.2 unit pressure without utilizing the radial hydraulic pressure, that is with normal opposed pistons with' equal cross section; the" working pressure would be 270 kg.V

(30'0 kg.-30' kg,=27o ieg.)

whereas with the compound pistons of Fig. l at 30 lig/cm? unit pressure one would have 670`kg. (7D-H500 kg.=670 kg.) or an actual increase of about 2.4 times.

As indicated on Fig. '7 the pressure increase obtainable with pistons'of different effective cross sections m'oiintedin a motor cylinder with valve control is very different. Let us suppose, in fact, that the cross section of thev prime mover piston is 3' om?, the eneetiv'e cross section' or the' low pressure piston in the motor cylinder is 3 cm.2 and that of the high pressure' piston in the motorV cylinder is 9 cm?. Then theratio between the prir'n'emover' piston and the low'pressure motoi` cylinder' piston is 1 to 1, and the ratio between the prime mover piston and the high pressure motor cylinder piston is 3 to l. 1f the tensional resistance of the brake shoe return spring is' 30 kg., there will be required 30kg. mechanical pressure on the prime mover, that is l kgL/cm.2 unit pressure-to bring the brake shoes into contact with the drum. If the motor cylinder high pressure piston now comes into play,

pressure on the prime mover' suddenly becomes l,

60 kg. working pressure on the brake shoes (90 k'gL-"Ov kg.:60 kg). In' 'other words therev will be a sudden jump in the initial working pressure freni-0 to 60 kg. which is' not admissible in a" brake because saidpressure should be applied gradually and progressively.

Fig. shows a longitudinal cross section of a single compound, piston of the typev disclosed in Fig. l mounted in' the brake wheel cylinder |00 opposed to a normal piston. lt is' controlledv byn a double acting' valve ir'icorporatedv in thev compound piston and entirely enclosed in the cylinder. The over-ally dimensions of the'c'ylinder are approximately those normally ue'dl ina wheel cylinder for hydraulic brakes.

,The normal piston comprises the metal parts rali' and 12| betweenvgnieh is freely mounted and yieldably supported the elastic sealing ring |05. The compoundA piston comprises the metalbaseV part |04 andthe central metal parts |09 8, and |01 which' are suitably united to form a single fluid distributor' unit, and the pressure amplifying extensible element I8 with its shear of curved leaf springs disposed longitudinally about its outer periphery and contained in the two opposed metal cups formed by the parts |01 and |20 which are slidably mounted the cylinder |00. The elastic sealing rings |05 and |05 are freely mounted andv yieldably supported respectively between the' part |04 and the hanged base of the part Iii-8,V and between the metal thrust ring |22 and the radial flange of part |01 at the base of the' extensible element I6.

The ends parts |20 and |2| of the opposed pistons are connected with the brake shoes, not shown by the metal thrust members, not shown. The central distributor unit IGS-|01 is surrounded by an annular chamber |03' to establish communication in the cylinder with the fluid inletport |03. The said annular chamber through radial passages |03" communicates with the axial bore |03" inwliich is slidably mounted the valve push rod ||5 with longitudinal channels to permit the passage or fluid to the valve pistons |24 and I8.

The partl |08 of thev distributor unit engages at its inner end an elastic sealing ring |0 the outer face of which extends towards'the valve piston |24 which is slidably mounted in a cylindrical guide formed by the inner extremity of the distributor unit part |08'. The valve piston |24' is urged towards the sealing ring 0 by spring i2. The head of said'vaive piston |24 has a longitudinally gi'oovd external diameter and radial bores as s'ho'wn to' establish a passage for the fluid when the piston iid' is not seated on the ring I. The fluid which flows through the passages thus formed penetrates to the cavity oi piston valve |24' in which is lodged the reaction spring H2, and thence through the bore lid of the metal stop washer i3 into the space between the opposed piston parts |04 and lult. The stop washer i3l is held in place by a split ring lodged in an annular slot ait the outer extremity of the valve piston guide bore'.

Thevalve' piston ||8 of larger diameter than that of piston |2 is under axial pressure oi the reaction spring ||9 which is considerably stiiier than the spring ||2 of valve piston |24 so that normally valve piston |21' is held open.

The spring |09 bearing against the flange of part |08 at one end andthe metal thrust ring |22 at the other end holds the elastic sealing ring |05 under axial compression sufficient to expand ithradiahy against the cylinder wall and ensure an efficient seal against loss of fluid or influx oi' air.

The'spring |05 on the other hand, axially compressed bythe opposin'g tension of the brake shoe returnspring, 1|Y (not shown in Figure 5) bears against the metal parts |04 and |04 of the opposed pistons and serves to compress axially the elastic sealing rings |05 and |05' and to expand themv radially to ensure an efiicient seal between the opposed pistons. The parts |04 and |04' are yieldably held in spaced relation to each other by spring' |06, the return stroke of the opposed pistonstowards the centre of the cylinder being limited by caml adjuster members (not shown) mounted againstl the' inner rims of the brake shoesY as already shownfon Fig. 1.

Yalvepist'on' ||8is cup shaped with an annular headwhich initially partially penetrates into the socliet cutin the inner face of part |20, and has a reduced extension at its base which nts into a socket cut in the face of the reduced extension of part |01 extending into the concave elastic chamber of element IIB. The valve piston is guided at its two extremities by the sockets in which the annular head and reduced extension slide.

Annular sealing lips I l of the elastic element I6 engage respectively the interior annular boss of part |81 andthe valve piston ||3 as shown and provide a seal between the elastic chamber and these parts. A breather vent |39 through the head of part |2 establishes communication between the valve cavity and the outside ,atmosphere. The vent |62 in the wall of the cylinder which is normally closed by a plug (not shown) serves to bleed the air from the system initially.

In operation, fluid under pressure from the master pump (not shown) penetrates into cylinder |00 through port |63 into the external annular chamber |03 of parts Hi8-|81 and iiows through the radial and axial passages of these parts into the space at the centre of the cylinder between the parts |94 and HM', and also flows into the element H6, the valve piston |24 being initially held open by the pressure of spring ||9 bearing on the push rod ||5.

The opposed pistons are forced out against the tension of the brake shoe return spring to bring the brake shoes into contact with the drum. Almost immediately as the opposed pistons begin to move under hydraulic pressure, even before the brake shoes contact the drum, the hydraulic pressure on the valve piston ||8 compresses the reaction spring ||9 and the valve piston moves out against the socket base of part |29. The valve piston |24' under action of spring ||2 is moved in against the elastic ring to shut olf the return flow of the fluid in the space between the opposed pistons but always permitting the flow of the fluid to the said space because the line pressure at that time is greater than the resistance offered by spring ||2.

When the brake shoes come into solid contact with the drum, no more uid can enter the space between the opposed pistons past the valve 4and the liquid in this space is thus in closed circuit.

As the hydraulic pressure increases, the radial pressure in the elastic chamber of element ||6 takes elect on the curved leaf springs H1 as already described, to increase the Working pressure against the brake shoes without appreci-ably contributing to the axial extension of these springs, and the radial expansion of the elastic chamber.

When the line pressure is released, valve piston ||8 moves back under pressure of spring I9, and the valve piston |24 is unseated from the elastic ring Il!) by the push rod H5, against the light countering pressure of spring ||2 and the slight residual pressure of the uid trapped in the space between the opposed pistons by the tension of the brake shoe return spring bearing axially on the opposed piston heads, the trapped fluid between the opposed pistons is released, and the pistons are returned to their initial position thereby liberating the brake shoes from the drum.

What I claim is:

l. A iiuid pressure actuated motor comprising a motor cylinder having a pressure chamber connected to a source of fluid under pressure, a piston movable on each side of said pressure chamber. axially thereof to actuate a pressure transmission means, said pistons being simultaneously movable with respect to said cylinder and individually movable with respect to each other under the force of the uid under pressure, at least one of said pistons having a second pressure chamber, a passage in said motor connecting said second chamber communicating continually with said pressure source, valve means in said motor for controlling the ilovv of uid under pressure to said rst chamber, said valve being responsive to the uid pressure from said source to isolate only said rst pressure chamber against return now therefrom while simultaneously permitting fluid under pressure to continue to now to said second pressure chamber, said ow effecting an initial axial movement of said pistons on each side of said first chamber, the now of fluid to said second chamber continuing uninterrupted before, during and after the closing of said valve, and an expansible bodyv forming said second chamber, responsive to s-aid continued ow, for eifecting an axial thrust of said chambered piston. v

2. A device as claimed in claim 1 in which the Jvalve means forms part of said chambered pis- 3.A device as claimed in claim l, in which said pistons have equal effective areas exposed to the pressure of uid in said rst chamber.

4. A fluid pressure actuated motor comprising a motor cylinder having a rst pressure chamber connected to a source of uidunder pressure, a piston movable on each side of said pressure chamber axially thereof vto actuate a pressure transmission means, each piston being simultaneously movable with respect to said cylinder, one of said pistons having an expansible body having a second pressure chamber therein in continuous communication with said pressure source, passages in said piston communicating with said pressure source, a valve within the passage of said latter piston for controlling the now of fiuid under pressure to said rst chamber, said valve being initially open to allow iluid to flow to the rst chamber between the pistons to move them in oppositedirections, saidvalve thereafter closing in response to rise in pressure in said first chamber to shut 01T return ow from said rst chamber but permitting fluid to continue to fiow into said second chamber, the ow of fluid to said expansible piston body continuing during such isolation, said expansible body responding to said continued flow to eiect an axial thrust thereof.

5. A device as claimed in claim 4, said valve including means within the chambered piston for opening the valve upon release of pressure from said source.

6. A fluid pressure actuated motor comprising a mot-or cylinder, a pair of oppositely working piston means having head portions in said cylinder, each piston being movable axially thereof in opposite directions to actuate a pressure transmission means, a pressure chamber within said cylinder intermediate said piston means, said piston means having equal effective areas exposed to said intermediate chamber, a valve in said motor between said pressure source and said pressure chamber, said Valve controlling the iiow of fluid under pressure to said intermediate pressure chamber, each of said piston means including expansible elements forming an individual expansible pressure chamber independent of said intermediate chamber, said elements being movable with the respective piston means in response to the flow of fluid under pressure to said intermediate chamber, said intermediate and individual chambers being initially and simultaneously cornmunicable with a common source of Iluid under pressure, and means responsive, to pressure (from said pressure source). for closing said v-alve to isolate said intermediate chamber against return flow therefrom, said last means being yieldably supported and permitting fluid to ow from said fluid pressure source until an initial increase of pressure has been built' upV in said intermediate chamber, said pistons being moved apart by said initial increase, thereby increasing the effective areaof said intermediate chamber, said individual chambers being'continually open to said uid pressure source during said initial movement and thereafter, said piston heads being subsequently subjected to an axial thrust by continued pressure in said expansible pressure chambers after the valve has closed off communication with said intermediate chamber.

'7. A fluid pressureactuated motor having an inlet for the entry of fluid under pressure and a valve for controlling the flow of fluid under pressure therein, said motor comprising a cylinder with pistons slidable therein in opposite directions, a pressure chamber in said cylinder between said pistons, ui'd passages in one of said pistons communicatingwith said. inlet and leading to said pressure chamber, said valve lying within said last named piston and comprising spaced heads and a spacing means'between them, one of said heads acting as the valve and being yieldingly retained in open position with respect to one of said passages to allow uid under pressure to ow from said inlet tosaid pressure chamber, said valve head having a lesser cross sectional area than the other head, said greater head being movable axially against said yielding means in response to the pressure ofthe fluid introduced into the cylinder, yieldable means moving said valve axially in the same direction to close said passageV against return low lfrom said pressure chamber, but permitting'said valve to open under pressure from the inlet to allow fluid to flow to said chamber.

8. A fluid pressure actuated motor according to claim 7, in which an expansible'member is chambered within said valved. piston, said expansible member being expansble radially. and exerting thrust axially under the pressure of fluid there,- in when the valve is closed.

9. A uid pressure actuated motor comprising a motor cylinder having a pressure chamber connected to a source of fluid under pressure, a conipound piston movable axially in said cylinder with respect to said pressure chamber, said piston comprising an expansible body forming a second chamber which communicates continually with said pressure source, passages in said cylinder and piston for guiding fluid vunder pressure to said chambers, a valve in said piston controlling said'passages, said valve being yieldingly supported atopposite ends thereof within said piston, and being movable axially, said valve initially being held open by one of said yielding means to allow fluid under pressure to ow to both chambers, said last named yieldingfmeans respending. to continuedapplication of il'uid pressure toY close said valvefthereby closing the passage to said rst chamber to prevent return ow, theV passage to the second chamber remaining open, the ovv of uidto said' second chamber continuing uninterruptedly beforefduring Vand after the closing of said valve, sa'idrcon'tinued illow expanding said body after the'closingr of the v alve tocause an axial "thrust of's-ai'd body, the valve being opened upon release of pressure, whereupon the fluid in both chambers may return to itssource. r'

' IIIILIP SIDNEY BAIDWIN.

REFERENCES CITED The following references are` of recordv in the le of; this Patent:

UNITED STATES PATENTS Number Name Date 2,048,771 Baldwin July 28, 1936 2,213,948 BOWen Sept. 10, 1940 2,227,245 Carroll Dec. 31, 1940 2,282,556 Bowen May 12, 1942 2,442,057 Page May 25,1948 2,513,015 Pike, June 27, o 

